Transmission synchronizer



Nov. 14, 1939. s. 0. WHITE TRANSMISSION SYNCHRONIZER Original Filed Aug. 25, 1937 2 Sheets-Sheet 1 jamdel 0. 20/222 19 Nov. 14, 1939; s, 0, WHITE- 2.179.568

TRANSMISSION SYNCHRONIZER Original Filed Aug. 25, 1937 2 Sheets-Sheet 2 Patented Nov. 14,1939

UNITED STATES 2.11am TRANSMISSION simcnnomzaa Samuel 0. White, Muncle, 1nd., assignor to Borg- Warner Corporation, Chicago, 111., a corporation of Illinois Original application August 25, 1937, Serial No. Divided and this application March 4, 1938, Serial No. 193,867

Claims.

This application is a division of my oo-pending application Serial No. 160,844, filed August 25, 1937, entitled Transmission synchronizer.

This invention relates to improvements in 8 transmission synchronizers such as employed in the change-speed transmissions of motor vehicles to bring driving and driven power transmitting elements to the same speed before drivingly interlocking the elements through positive 10 clutch means. The invention is particularly directed to transmission synchronizers of the socalled "blocker type having means to'prevent engagement of the positive drive clutch prior to the time that synchronization takes place.

18 An object of my invention is to provide an improved transmission synchronizer, of the blocker type, which requires a minimum of manual effort to effect blocking of the shiftable positive drive clutch member and to initiate operation of the synchronizing clutch.

Another object is to provide an improved transmission synchronizer as described, which has but relatively few parts and which may be installed in a change gear transmission in the same space heretofore occupied by a transmission synchronizer not of the blocker type.

A further object is to provide an improved transmission synchronizer as described, which requires but a minimum manual force to effect driving interengagement between the driving and driven element of the transmission once synchronization has been brought about.

An object of the invention is to provide an improved transmission synchronizer of this type,

in which the parts are so constructed and ar-.

ranged that the movement of the shifter element may be substantially smooth and continuous. In the past it has been universally considered necessary by manufacturers of automobiles and by manufacturers of transmission gearing, to employ, between the movable clutch element and the thrust element of a synchronizing mechanism, a detent or poppet connection having a breakaway action for the purpose of transmitting movement from said movable clutch element to said thrust member for exerting axial pressure against the blocker-syfichronizer rings of the mechanism. In such mechanisms, after having effected synchronization by initial movement of the shifter member in the direction of the gear position that has been selected, it is necessary to increase the force exerted against the shifter member in order to effect the break-away release of the movable clutch member from the thrust element and allowthe movable clutch element to advance through the blocker teeth of the blocker-v synchronizer ring into clutching engagement with the clutch teeth of the gear that has been selected. The increased resistance to the movement of the shifter member, occasioned by'this breaking-away of the detent connecti esins REISISUED in a definitely-varying resistance in the progress of shifting.

It is undoubtedly true that the shifting mechanism of modern automobiles operates more smoothly and requires less effort than those of earlier mechanisms, and the varying resistance above noted may not be particularly prominent or serious in the case of a new transmission. However, as the parts become worn, these conditions are accentuated and in time may become decidedly noticeable, thus to destroy the desired driver's impression of a smooth continuous shift.

An object of the present invention is therefore to provide a transmission of the type embodying a conventional form of synchronizer mechanism, in which the transmission of thrust from the movable clutch element to the thrust member, and the movement of the movable clutch element from neutral position to gear engaged position, is accomplished without variation in the resistance to the movement of the shifter element other than the normal retarding of movement by the positive jaw blocker; and in which the wearing of the parts does not increase or create any variation in such resistance. To this end, the invention provides aconstruction in which movement is transferred from the movable clutch element to the thrust member solely through the medium of a purely frictional engagement having a constant coeflicient of resistance at all times in the shifting operation, and the invention involves the discovery that synchronization. can be accomplished without the use of detent mechanisms which have heretofore been considered necessary.

Other objects, the advantages and uses of the invention will become apparent after reading the following specification and claims, and after consideration of the drawings forming a part of this specification, wherein:

Fig. 1 is a fragmentary elevation, partially in section, of a change speed transmission mechanism incorporating one formof my improved synchronizer;

Fig. 2 is a sectional view of the same taken on the line 2-2 of Fig. 1;

Fig. 3 is a sectional view of the same taken on the line 3-3 of Fig. 1;

Fig. 4 is a perspectiveview of the thrust member embodied in the form shown in Fig. 1;

Fig. 5 is a fragmentary sectional view illustrating a modification of the invention;

Fig. 6 isa plan view, partly in section, of a portion of the mechanism shown in Fig. 5.;

Fig. 7 is an end elevation of the mechanism shown in Fig. 6; and

Fig. 8' is a perspective view of the thrust member of the form shown in Fig. 5.

- I have selected for illustration herein, embodiments of my invention as applied to certain of the torque-transmitting members of a conventional change-speed transmission of the type used in motor vehicles and such as illustrated in my prior United States Patent No. 1,872,566.

With reference to Figs. 1 to 3 hereof, such transmission may include a drive shaft 2 having formed thereon an external gear 3 engageable with a gear 4 carried on the transmission countershaft 5. A second gear 6' also carried on the countershaft 5 may mesh with the external teeth I of the transmission second speed gear 8, the gear 8 being rotatably mounted upon the transmission driven shaft 9'but fixed against axial movement relative thereto. The shafts 2 and 3 being coaxial, one end ll of the shaft 3 may be piloted in the adjacent end of the shaft 2, as shown.

A clutch supporting member I2 is mounted upon the shaft 9 between the gear 3 and gear 8 and is keyed thereto, as indicated at l3. The member I2 is also fixed against axial movement relative to the shaft 9 by thrust washers l and serves as a support for the movable element l4 of a positive jaw clutch. Except for practical difiiculties of construction, the member |2 could be formed integral'with the shaft 3. The movable jaw clutch element 4 may take the form of a sleeve having internal gear-like clutch teeth l slidably engaged with a complementary externally toothed portion l6 of the member |2 (see Fig. 2). A shift fork received in an annular groove l8 formed in the outer wall of the clutch element l4 serves as a means axially to shift the member 4 selectively in the direction of the gear 3 or gear 8 as desired. Positive jaw clutch teeth conforming in contour with the teeth l6 upon the member l2 and in end to end register therewith are formed upon each of thegears 3 and 8, as illustrated at 2| and 22 respectively. Movement, therefore, of the clutch element 4 to the left, as viewed in Fig. 1, will serve positively to drivingly interconnect the drive member 2 with the shaft 9, and, in like manner, movement of the clutch element l4 to the right, will provide a direct drive connection between the gear 3 and the shaft 3. Such engagement of the'posltive jaw clutch may not take place, however, without clashing of the partsand injury thereto, unless the relatively fixed clutch part to which the movable clutch element 4 is drivingly engaged, is rotating at the same speed as the element l4 and is, in synchronism therewith.

In order to establish synchronism between the movable jaw clutch element |4 turning with the shaft 3, and the relatively fixed parts 2| or 22, as desired, I provide a friction clutch synchro-' nizer mechanism between the support member l2 and the gears 3 and 8. Such mechanism, in the construction illustrated, may comprise a pair of forged bronze rings 24 and 25, respectively, one located at each side of the support member, l2 and each having a conical friction surface 26 engageabie with a complementary friction surface 21 formed on an adjacent portion of the gear 3 and gear 3, respectively.

The synchronizer rings 24 and 25 may be drivingly connected to the support |2 as by means of integral lugs 29 formed on that side of each ring facing the support l2, the lugs extending into openings 3| located transversely through the member l2. The openings 3| may be of such diameter relative to the width of the lugs 29 as to permit a limited relative rotation between each ring and the member l2 an amount equal to, but not greater than, the width of the teeth formed on the movable positive clutch element l4. Except for the lugs 23 which 1111.111; rela ive rotation of the synchronizer ring, with respect to the member l2 and its supporting shaft 9, each of the rings is free to float between the member l2 and the adjacent friction clutch surfaces 2 of the gears 3 and 3 respectively. j

The rings 24 and 25 each possess, in addition to the function of a friction clutch synchronizer element, the function of a blocker mechanism for preventing engagement of the jaws of the positive clutch |42| and |4-22, prior to the time that synchronism of the positive jaw clutch parts takes place. This function of the rings 24 and 25 may be carried out by the provision of radially extending external blocker. teeth 33 and, 34 formed .on the outer peripheries of the rings 24 and 25, respectively, and conforming in contour to the clutch teeth 2| and 22 on the gears 3 and 8 respectively. The blocker teeth 33 and 34 may be further formed with those ends thereof facing the slidable clutch member |4 chamfered as indicated at 35 (see Fig. 3). The adjacent ends of the teeth l5 upon the clutch element 4 may likewise be chamfered as indicated at 36, so that movement of the jaw member M in the direction of the relatively fixed jaw teeth 2| or 22 may cause the registering chamfered surfaces 35 and 36 of the blocker teeth and jaw teeth l5 to contact along surfaces disposed angularly with respect to the axis of rotation of the clutch parts at such times as when the teeth 33 or 34 are not in direct end-to-end register with the teeth l6 upon the clutch support member |2. This condition of the parts may exist whenever one of the two torque-transmitting members to be interconnected such as the shaft 9 to the gear 3, or gear 3, is rotating at a speed different from the speed of the remaining member, hence causing the synchronizer-blocker ring to be moved toward one or the other of its limits of rotation relative to the support l2. As the parts approach synchronism, there will be a relative reversal of rotation, thus causing the blocker teeth for a moment to register directly with the teeth It on the support l2, which position is indicated in full lines of Fig. 3, and at such moment, the clutch element M will be free to continue in its movement into engagement with the relatively fixed jaw clutch teeth toward which it has been in-- itially moved. This blocking function of the synchronizer-blocker rings will, of course, take place only when the rings are urged toward their adjacent friction clutch complement so as tobring about frictional driving engagement between the synchronizer-blocker ring and the torque member with which the ring is engaged frictionally.

Means for causing the synchronizer-blocker ring to move first to block positive jaw clutch engagement and thereafter to synchronize the parts to be coupled, upon movement of the positive clutch element |4, may comprise a plurality of relatively light-weight and low inertia thrust members 4|, spaced'at equal distances apart from one another about the circumference of the support member l2 and disposed parallel to the axis thereof. ,Each thrust member may be located in a channel 42 formed transversely across the peripheral surface of the support member 2 and each are of such' length that the opposed ends thereof lie just free ofthe adjacent and radially extending surfaces 43 of the portions of therings 24 and .25 upon which the blocker teeth 33 and 34, respectively, are dis- Each of the thrust members 4| is formed of awasea flat strip spring metal arched to form fiat central regions 44 frictionally engaged against flat interior friction surfaces 45 of the movable clutch member |4,and curved end regions 45 terminating in rolled bearing members 41 in engagement with the peripheral surfaces 45 of the synchronizer rings and and adapted to engage theradial shoulder portions 25 at the commencement of a shifting operation.

The thrust members 4|, in their original shape, are arched to a greater extent than that shown in Fig. 1 so that when installed they will be biased under compression, whereby to cause the flat central regions 44' to resiliently engage the friction faces 45.

Movement of the shifter fork i! in either direction to institute a shifting operation, will be transmitted through the movable clutch element l4 and the friction face 45 thereof to the thrust member 4|, solely as a result .of the frictional engagement of the flat central region 44 thereof with the said friction face 45. This will cause the thrust members 4| to bear against and to urge one of the synchronizer blocker rings 24 or 25 toward its friction clutch complement, de-' pending upon in which direction the positive clutch member i4 is urged. This initial axial movement of the synchronizer blocker ring will cause the ring, when engaged with its friction clutch complement, to turn with the part to which it is frictionally engaged, and will cause a relative rotation between the ring and the support member M in the direction of the movement of the part which is rotating at a superior speed, thus to cause the chamfered surfaces and 35 of the blocker teeth and the positive Jaw clutch teeth "to move into blocking position, as indicated indotted lines in Fig. 3. When the parts to be drivingly interlocked to the positive jaw clutch arrive at a synchronous speed relative thereto, there will be a relative reversal of movement causing the blocker synchronizer ring to movetoward the position indicated in full lines in Fig. 3. When such position is assumed, there will be no further obstruction of the movable clutch element, and the latter may then move onwardly imder the urging pressure of the shifter fork Il until it arrives in positive clutch engagem siwith the teeth 2| or 22. During this labter'stage of movement of the movable clutch element i4, it will move away from the thrust elements 4|, leaving the latter confined between the synchronizer blocker rings 24, 25, the friction surfaces 44, continuing to offer the same uni-- form resistance to such movement, without variation. Itwould of course be possible for the resistance to the movement of the movable clutch element l4 to be greatly increased during the interval when the clutch element is blocked by the blocker teeth, ,should the operator increase the pressure against the shifter fork. .But such increased pressure is notnecessary, and if shiftin: is performed properly by exerting a steady unvarying pressure againstthe shifter fork, the operation will progress with perfect smoothness and without any variation'in resistance in the- .1 In the modification of the invention shown in v 5 to 8 inclusive, the thrust members 4|a may be of sheet metal; and maybe urged outwardly into engagement with friction surfaces 45 by means of coil springs 55 engaged between the inner faces of the thrust members 4la and the peripheral faces 45a of the synchronizer blocker rings 24, 25. The thrust members 4'la may be teeth SI and 34 with radially extending lugs 33a and 34a, respectively, one for each of the thrust members 4m, Each lug may have chamfered blocking surfaces 35a engageable with cooperative and inclined blocking surfaces 35a, formed on the adjacent recessed end walls of the clutch element |4a. Relative rotation betweenthe'synchronizer-blocker rings and clutch element Mn is limited by the lug engagement with its adjacent blocking surface 35a. The thrust connection between the clutch element and thrust members is by way of frictional engagement only, the same as in the preferred form previously described. 'Rie thrust members 4|a, in this embodiment, may be of relatively rigidconstruction, the end wings 5| providing thrust engagement with the rear faces 54 of the lugs 33a and 54a, respectively.

I claim: 1

1. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element drivingly associated with one of said members and adapted to be moved into engagement with a Jaw clutch element drivingly associated with the other member thus to establish a positive drive connection between said members, a synchronizer element having a lost motion drive connection with said one member and adapted to be moved into frictional driving engagement with said other member, and means including thrust members having relatively low inertia relative to said movable jaw clutch element, each operatively interposed between sa d synchronizer element and said movableclutch element for element to said synchronizer element in the direction of said other torque-transmitting mem-' I ber, thus to establish a frictional driving connection between said pair of torque members, said thrust members being formed of spring metal and each comprising a radially outwardly bowed cen-@ tral region in purely frictional engagement with? the interior of the movable clutch element and to be moved into engagement with a jaw clutch element carried by the other member thus to establish a positive drive connection between said members, a synchronizer element having a lost motion drive connection with said one member and adapted to be moved into frictional dri engagement with said other member, and m including thrust members having relatively low inertia relative to said movable jaw clutch element, each operatively interposed between said synchronizer element and said movable clutch element for transmitting thrust from said movable clutch element to said synchronizer element in the direction of said other torque-transmitting member, thus to establish a frictional driving connection between said pair of torque members,

- engagement is initiated between said other torque member and said synchronizer element.

3. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element mitting member.

drivingly associated with one of said members and adapted to be moved into engagement with ajaw clutch element drivingly associated with the other member, thus to establish a positive drive connection between said members, a synchronizer element adapted to be moved into frictional driving engagement with said other member, and a thrust member operatively interposed between said movable clutch element and said synchronizer element, said movable clutch element engaging said thrust member with a uniform resistance, purely frictional engagement so as to transmit to said synchronizer element, through the medium of said thrust member, suflicient thrust to initiate frictional driving engagement between said other torque member and said synchronizer element.

4. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jawclutch element drivingly associated with one of said members and adapted to be moved into engagement with a jaw clutch element drivingly associated with the other member thus to establish a positive drive connection between said members, a synchronizer element adapted to be moved into frictional driving engagement with said other member, and a thrust member operatively interposed between said movable clutch element and said synchronizer element, said movable clutch element engaging said thrust member with an engagement which is developed, in all positions of shifting movement, between surfaces of said movable clutch element and said thrust member that are parallel to the axis of shifting movement, whereby to transmit through the medium of said thrust member, to said synchronizer element, sufflcient thrust to initiate frictional clutching engagement between the latter and said other torque trans- 5. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element drivingly associated with one of said members and adapted to be. moved into engagement with a jaw clutch element drivingly associated with the other member thus to establish a positive drive connection betweensaid members, a syn- ,chronizer element having a lost motion drive connection with said ,one member .and adapted to be moved into frictional driving engagement with said other member, and a thrust member operatively interposed between said movable clutch element and said synchronizer element and confined under compression by. engagement with said movable clutch element, such engagement being developed, in all positions of shifting through the medium of said thrust member, sumcient thrusttov initiate frictional clutching engagement between said other torque member and said synchronizer element.

6. A transmission synchronizer comprising a fair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element drivingly associated with one of said members and adapted to be moved into engagement with a jaw clutch element drivingly associated with the other member thus to establish a positive drive connection between said members, a synchronizer element adapted to be moved into frictional driving engagement with said other member, and a thrust member of spring metal operatively interposed between said movable clutch element and said synchronizer member and biased under compression in uniform resistance, purely frictional engagement with said movable clutch element, whereby to transmit from the latter to said synchronizer element, suflicient thrust to initiate frictional clutching'engagement.

7. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element drivingly associated with one of said members and adapted to be moved into engagement with a jaw clutch element drivingly associated with the other member thus to establish a positive drive connection between said members, a synchronizer element having a lost motion drive connection with said one member and adapted to be moved into frictional driving engagement with said other member, and a thrust member of spring metal operatively interposed between said movable clutch element and vsaid synchronizer element and biased under compression inuniform resistance, purely frictional engagement with said movable clutch element, whereby to transmit from the latter to said synchronizer element, sufllcient thrust to initiate frictional driving engagement.

8. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element drivingly associated with one of said members and adapted to be moved into engagement with a jaw clutch element drivingly associated with the other member thus to establish a positive drive connection between said members, a synchronizer element adapted to be moved into frictional driving engagement withsaid other member, and a thrust member of spring metal -operatively interposed between said movable clutch element and said synchronizer element, said movable clutch element engaging said thrust member through engaging surfaces of said movable clutch element and thrust member respectively that are at all times parallel over their entire engaging areas to the direction of movement of said synchronizer element, and confining axial alignment, a movable jaw clutch element carried by one of said members and adapted to be moved into engagement with a jaw clutch element carried by the other member thus to establish a positive drive connection between said members, a synchronizer element having a lost motion drive connection with said one member and adapted 75 be moved into frictional driving engagement with said other member, said movable clutch element having an interior friction surface, and a thrust member of spring metal operatively interposed and biased under compression between said movable clutch element and said synchronizer element, said thrust member including a central arched region having a surface in frictional engagement with said interior friction surface of the movable clutch element, the entire engaging areas of both of said engaging surfaces being parallel to the direction of movement of said synchronizer element, whereby said engagement is, in said direction, a purely frictional one; said engagement being of such quantity as to transmit to said synchronizer element, through the medium of said thrust member, sufficient thrust to initiate driving engagement between said other torque member and said synchronizer element.

10. A- transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element carried by one of said members and adapted to be moved into engagement with a jaw clutch element carried by the other member thus to establish a positive drive connection be ween said members, a synchronizer element having a lost motion drive connection with said one member and adapted to be moved into frictional driving engagement with said other member, said movable clutch element having an interior'friction surface, and a thrust member of spring metal 'operatively interposed and biased under compression between said movable clutch element and said synchronizer element, said thrust member including end portions engaging said one torque member and adapted to transmit thrust thereto, and a central arched region having a surface in frictional engagement with said interior friction surface of the movable clutch element, the entire engaging areas of both of said engaging surfaces being parallel to the direction of movement of said synchronizer element, whereby said engagement is, in said direction, a purely frictional one; said engagement being of such quantity as to transmit to said synchronizer element, through the medium of said thrust member, suflicient thrust to initiate driving engagement between said other torque member and said synchronizer element.

11. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch element carried by one of said members and adapted to be moved into engagement with a jaw clutch ele ment carried by the other member thus to establish a positive drive connection between said members, a synchronizer element having a lost motion drive connection'with said one member and adapted to be moved into frictional driving engagement with said other member, said movable clutch element having an interior friction surface, a thrust member operatively interposed between said movable clutch element and said synchronizer element, said thrust member having a friction face engageable with said interior friction surface, the entire engaging areas of said face and surface being parallel to the direction of movement of said synchronizer element, whereby said engagement is, in said direction, a purely frictional one, and a coil spring engaged between said thrust member and said clutch supporting member so as to urge said thrust member against said interior friction surface with sufficient force so that the frictional engagement between said face and interior surface will transmit to said synchronizer element, through the medium of said thrust member, sufficient thrust to initiate frictional driving engagement between said other torque member and said synchronizer element.

12. In a synchronizing transmission, a pair of axially aligned torque-transmitting members, an annular movable jaw clutch element surrounding and drivingly connected to one of said members and axially shiftable into engagement with a jaw clutch element drivingly associated with the other member, thus to establish a positive drive connection between said members, a synchronizer element drivingly associated with said one member and adapted to be moved into frictional driving engagement with a friction clutch element drivingly associated with the other member, and a thrust member radially interposed between said movable jaw clutch element and said one torque-transmitting member, axially movable relative to both said movable jaw clutch element and said one member, and having a purely frictional engagement with an interior surface of said movable clutch element and a positive thrust transmitting engagement with said synchronizer element whereby axial shifting movement of said sleeve will result in the transmission of thrust to said synchronizer element for establishing frictional driving engagement between said synchronizer element and said friction clutch element.

13. A transmission synchronizer as defined in claim 4, wherein said thrust member is in the form of a bar disposed parallel to the axis of said members.

14. A transmission synchronizer as defined in.

claim 4, wherein said synchronizer element is in the form of a bar positioned in an axially extending notch in the interior of said movable clutch element. 7

15. A transmission synchronizer comprising a pair of torque-transmitting members mounted in axial alignment, a movable jaw clutch sleeve driv-' ingly associated with one of said members and axially shiftable into engagement with a jaw clutch element drivingly associated with the other ,member thus to establish a positive drive connection between said members, a synchronizer element adapted to be shifted axially into frictional driving engagement with a complementary friction clutch element drivingly associated with said other member so as to establish a frictional drive connection between said members, a thrust member operatively interposed between said sleeve and said synchronizer element and engaging theinterior of said sleeve with an engagement which is developed, in allpositions of shifting movement, between surfaces of said sleeve and said thrust member that are parallel to the axis of shifting movement, whereby to transmit through c the medium of said thrust member to said synchronizerelement sufficient thrust toinitiate frictional clutching engagement between thelatter and said friction clutch element, and spring -'means engaged between said thrust member and said one torque-transmitting member so as to urge said thrustmember against the interior of said sleeve to establish said thrust transmitting engagement.

SAMUEL-O. WHITE. 

